Miguel Sánchez
In the history of automotive design, few periods were as hectic as the years between the 1968s and the 1970s. A period in which, thanks to Italian bodybuilders, the aesthetic appearance of supercars changed radically. In fact, between XNUMX and XNUMX, at least five essential prototypes appeared to understand the wedge design revolution. Dominated by its straight and angular volumes, they lowered the height to such an extent that they even needed doors with vertical opening. Something very well exemplified by the Alfa Romeo Carabo. The first of that experimental saga, signed by Marcello Gandini on the basis of a Type 33.
In addition, after this Bertone creation, Pininfarina also joined the new stylistic current thanks to the 512S Module designed by Paolo Martin. A true futuristic display with its height of only 90 centimetres. In fact, a little more than what was marked by Bertone's Lancia Stratos Zero. Possibly, the milestone with which the wedge design reached its most experimental paroxysm. Thus, that process in which the pencils of Marcello Gandini, Paolo Martin and Giorgetto Giugiaro were protagonists set the guidelines to be followed by the supercars of tomorrow.
What's more, its fruits did not take long to reach series production, especially thanks to Lamborghini. Which needed to surprise its clientele with a car capable of replicating the fascination aroused by the Miura in 1966. All this after having presented the latest innovations to the Espada, the Islero and the Jarama. Two of them designed by Marcello Gandini, who he was shaping the image of the Italian house very well with his work at Bertone. This being the case, and even more so taking into account how precisely he had signed the Carabo, in Sant'Agata Bolognese he was entrusted to dress his new design with a central-rear engine.
In this way, the Countach LP1971 prototype was presented at the 500 Geneva Motor Show. Fully functional although, at the same time, still clearly in the experimental phase. In fact, his own name revealed his aspirations when compared to reality. Not surprisingly, while the LP500 nomenclature hinted at the appearance of a new engine with up to five liters, In truth, this prototype was still mounting the four-liter V12 mechanics of the Espada and Islero. All this on a chassis still under development. With welded panels at the front and an intricate tube structure at the rear.
In addition, the bodywork itself needed not a few modifications. Especially in relation to the air intakes. which have been fully demonstrated insufficient when it comes to cooling the powerful atmospheric mechanics. In fact, when the LP1974 was finally presented in 400 - the final version for production - the Countach already appeared with its characteristic periscope-type inlets.
Likewise, the chassis had also evolved to become a completely tubular one. Lighter but also weaker. A controversial point in everything that refers to crash tests. Undoubtedly, a more than controversial episode in the history of the Lamborghini Countach.
LAMBORGHINI COUNTACH LP500, A PICARESQUE STORY
At the beginning of 1974 the Lamborghini Countach was almost ready to enter the production phase. However, there was still an important test to complete. We are talking about the crash tests necessary for approval, which were to be passed at the facilities of the British MIRA. In this way, according to some sources, the unit brought there by Lamborghini was crashed into a concrete block on March 21. Also, the results were excellent.
And it is that, at a speed of 50 kilometers per hour, the front only deformed a little less than half a meter. Meanwhile, the steering column only penetrated a little more than one centimeter towards the driver's chest. As if all this were not enough, the doors were still fully operational and, likewise, the front window had endured without notable problems. In short, the Lamborghini Countach was ready for series production after achieving the appropriate safety approvals.
However, some time later some revelations would come thanks to which we know the ruse hatched by the Italian manufacturer. And it is that, looking for the first prototype of the model -that LP500 presented in 1971- the specialized press discovered how, precisely this one, It had been the model used during those crash tests. That is to say, the Countach passed its homologation using a completely different chassis from the one mounted by the production version.
Something really controversial because, not surprisingly, the one mounted on the first prototype was much more rigid on its front due to the welded panels. Replaced, as we indicated before, by the tubular structure typical of the LP400. In addition, that first prototype finally ended up missing after years languishing in a warehouse in Sant'Agata Bolgnese. A fact that some could consider erasing evidence, although, in truth, it is not so strange.
In fact, Scuderia Ferrari itself had a policy of destroying its F1 cars for several years. Reason why not a single one of the 156 remains. "Shark Nose" originals. Anyway, be that as it may, the truth is that This represents a page as controversial as literary in the history of Lamborghini Countach. And it is that, like almost all great designs, this one also has its dark areas and, why not say it, brimming with Mediterranean picaresque.
